А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-24 C1" 1917 г.

   Продолжая совершенствовать удачную машину, фирма "Ньюпор", не имея возможности установить более мощные двигатели типа "Сальмсон" (150 л. с.). из-за их слишком больших размеров, пошла по пути улучшения аэродинамики. Для этого в первую очередь был облагорожен фюзеляж: с помощью уширенных шпангоутов и продольных реек ему была придана овальная форма. Улучшено было и сопряжение капота с фюзеляжем. Незначительно увеличился размах крыла. Вертикальное оперение получило небольшой киль. Двигатель 9-цилиндровый, воздушного охлаждения, звездообразный, ротативный "Рон" (120 л. с.). Вооружение - синхронный пулемет "Виккерс". В остальном машина повторяла истребитель "Ньюпор-17". В связи с введением киля длина самолета была на 0,3 м больше. Кроме того, серийно выпускался и самолет "Ньюпор-25", отличавшийся от "Ньюпор-24" только тем, что имел вертикальное оперение, аналогичное "Ньюпор-17". Встречались варианты с двигателем "Клерже" (130 л. с.), "Рон" (110 и 130 л. с.). Последним самолетом фирмы, построенным по схеме полутораплана с V-образными стойками, стал "Ньюпор-27". Он мало отличался от "Ньюпор-24" внешне, но для обеспечения увеличенного радиуса действия была увеличена емкость топливного бака. Усилено вооружение: стояло два синхронных пулемета.
   Двигатель "Рон" (150 л. с.). Серийно машина выпускалась короткое время. Выпущено 207 машин. Она быстро была заменена более совершенной машиной "Ньюпор-28".

   В 1917 году японская фирма "Токоросава" приобрела лицензию на выпуск "Ньюпор-24", и до 1919 года он строился под маркой Ko.3.
   Кроме Франции и России эти машины закупали британские, бельгийские, итальянские вооруженные силы. После войны "ньюпоры" попали почти во все страны Европы и эксплуатировались до середины 1920-х годов. Именно эти машины составляли основу истребительной авиации Красной армии в годы Гражданской войны.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   "Ньюпор"17бис Ньюпор-24 Ньюпор-24-бис Ньюпор-27 С1
   1916г. 1917г. 1917г. 1917г.
   Размах, м 8,16 8,21/7,76 8,16/7,76 8,16/7,8
   Длина, м 5,80 5,87 5,85 5,9
   Высота 2,4 2,4 2,45
   Площадь крыла, кв.м 14,75 14,75 15,0 15,0
   Сухой вес, кг 355 375 375 375
   Взлетный вес, кг 547 573 567 567
   Двигатель: "Рон" "Клерже" "Рон" "Рон"
   мощность, л. с. 120 130 120 120
   Скорость максимальная, км/ч 176 175 171 172
   Скорость подъема на высоту
   2000 м, мин.сек 5,40 5,50
   Дальность полета, км 250 250 375
   Потолок, м 5300 5550 6800 5600
   Экипаж, чел. 1 1 1 1
   Вооружение 1 пулемет 1-2 пулемета 1-2 пулемета 1-2 пулемета

В.Шавров История конструкций самолетов в СССР до 1938 г.

"Ньюпор-XXIV" ( "Ньюпор-24" ) отличался от других "Ньюпоров" наличием небольшого киля. Обшивка фюзеляжа благодаря дополнительным планкам-стрингерам имела форму многогранника. Вооружение - один пулемет "Виккерс", синхронный. Самолет появился в России в 1917 г., в серии не строился, применялся до 1921 г. в десятке импортных экземпляров с двигателем "Рон" в 120 л. с. Был заменен самолетом типа "Ньюпор-XXIV бис".

   "Ньюпор-XXIV бис" ( "Ньюпор-24 бис" ). От самолета типа XXIV отличался только обычным для "Ньюпоров" оперением. Строился серийно на заводе "Дукс" в 1917-1920 rr. и широко применялся в гражданской войне. Есть упоминание об его варианте с крыльями от "Сопвича-разведчика" и с двигателем "Рон" в 80 л. с.

   Есть сведения о самолетах "Ньюпор-25" с "Клерже" в 130 л. с. (было 5 экземпляров) и "Рон" в 80, 110 и 130 л. с. в единичных экземплярах. Их даже называли "Ньюпор-27", но это был тот же "Ньюпор-XXIV бис" с другими двигателями.


Самолет||/
Год выпуска||1917/1917
Двигатель, марка||/
   мощность, л.с.||120/120
Длина самолета, м||6,4/6,4
Размах крыла, м||8,16(7,76)/8,16(7,76)
Площадь крыла, м2||15/15
Масса пустого, кг||355/375
Масса топлива+ масла, кг||67/67
Масса полной нагрузки, кг||192/192
Полетная масса, кг||547/567
Удельная нагрузка на крыло, кг/м2||36,5/38
Удельная нагрузка на мощность, кг/лс||4,6/4,7
Весовая отдача,%||35/34
Скорость максимальная у земли, км/ч||171/171
Время набора высоты 1000 м, мин||2,7/2,7
Время набора высоты 2000 м, мин||5,7/5,7
Время набора высоты 3000 м, мин||9,4/9,4
Время набора высоты 4000 м, мин||14,4/14,4
Время набора высоты 5000 м, мин||21,5/21,5
Потолок практический, м||6800/6800
Продолжительность полета, ч.||1,7/1,7

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Nieuport 17

<...>
  Nieuport 17s were fitted with a variety of engines. In some a 120-hp Le Rhone 9Jb was used. One was given a 130-hp Clerget 9B engine and an entirely new tail unit. It would serve as the basis for the Nieuport 17bis, which was basically a Nieuport 17 with either a 130-hp Clerget 9B or 9Z engine. However, the fuselage was fully faired from the engine cowling to the fuselage spacer ahead of the tail skid. The engine cowling was narrower than that of the standard Nieuport 17. At least a few of these aircraft saw active service; one was used by Charles Nungesser. The British experience with the Type 17bis shows that its performance was disappointing and it was difficult to fly. Its weight was high, resulting in a fast landing speed and poor maneuverability. The aircraft probably served in small numbers for a brief period of time, with the French escadrilles; it certainly saw only limited service with the RNAS. Although it had marginally better performance than the standard Nieuport 17, the 17bis was clearly inferior to the SPAD 7 that became available in late 1916. It has been reported that the French aces felt their Nieuports were clearly outclassed by contemporary German fighters and demanded that they be given the new SPAD 7 fighters as quickly as possible. Although attempts were made to improve the Nieuport series of fighters, the SPAD 7 and 13 fighters became the main French fighters for 1917 and 1918.
<...>


Variants

   1. A single Nieuport 17bis derivative had a Clerget rotary engine (type unknown). The fuselage was fully faired. The wings were different from those of the standard Nieuport 17 in that the top wing was not swept back. The fin and rudder were constructed of wood rather than steel. It also had a "cone de penetration" as wide as the fuselage.
   2. At least one example of the Nieuport 17bis was fitted with a 150-hp Le Rhone engine. The fuselage was faired and preceded by a huge cone de penetration. The rudder was horn-balanced and the tailplane and rudder were modified from those on the standard 17bis. A single Vickers machine gun was mounted on the upper longeron.


Foreign Service

Poland
  Poland acquired at least five Nieuport 17s. Two (Nos.6176 and 4233) were captured from the Russians on 7 August 1919. No.6176 served at the Lvov front and, later with the 4th Fighter Group, while No.4233 was sent to the 1st Air Division at Mlodeczno. A Nieuport 17bis was captured in August 1920 and sent to the 2nd Squadron of the 2nd Regiment. A Nieuport 17bis was assigned to the 5th Squadron of the 2nd Regiment in 1920. Finally a Nieuport 17 (or possibly a 21) was assigned to the Moktow area in early 1921.

United Kingdom
  The RNAS was the first British service to re-equip with Nieuport 17s. The first three were given serial numbers N 1553, N 1494, and N 1561. Subsequently, the RNAS purchased Nieuport 17bis airplanes which had the 130-hp Clerget 9B and 9Z engines. Most of the Nieuport 17s were built under license by the English Nieuport firm. The Nieuport 17s received serial numbers N 3100-N 3104, N 3184-N 3187, N 3189-N 3197, N 3198-N 3209, and N 5860-N 5909. They were assigned to Nos.6 and 11 Squadrons and the Eastchurch Flight School. Additional Nieuport 17s were later ordered and given serials N 6040-N 6079 and N 6530-N 6579. However, both of these additional orders were subsequently canceled.
  Two flights of Nieuport 17s were sent to Furnes to provide air cover for reconnaissance airplanes. Nieuport 17s proved to be particularly useful at the Dunkerque naval base and over the Somme. No.3 Wing RNAS operated some Nieuport 17bis planes in the Dardanelles campaign. Machines built by the English Nieuport firm were found to be inferior to those manufactured in France.
  On 1 May 1917 there were ten Nieuport 17bis airplanes on strength, assigned serials 3956-3958 and 8745-8751. They were sent to Nos.1 and 4 Wings and some were later transferred to the RFC. The Nieuport 17bis was considered to be difficult to fly and had a higher accident rate than the Sopwith scouts and triplanes. It was primarily for this reason that the Nieuports were withdrawn from RNAS service in mid-1917 and replaced by Sopwith Camels. The RFC obtained its first Nieuport 17s (N 1494, N 1553, and N 1561) from the RNAS. The RFC Nieuport 17s had a single Lewis machine gun on a Foster mount. A 6678 was tested with a fixed Vickers and an overwing Lewis, but the two guns seriously degraded the aircraft's climb and maneuverability and no other Nieuport 17s were so armed.
  The Nieuport 17s were supplied to Nos.1, 11, 29, 40, and 60 Squadrons, and were found to be quite satisfactory and were much sought after. Because of the high attrition in these fighter units, the RFC ordered large numbers of Nieuport 17s from the French. The French were reticent about releasing such large numbers of their best fighters to the British, but they usually relented and supplied the machines. In addition to combat losses, several Nieuport 17s were lost as a result of failure of the lower wings. Modifications to the lower wing spars and their fittings rectified this problem.
  The Nieuport 17s served well into 1917 until finally replaced by Nieuport 24s or S.E.5as. At least two surplus Nieuport 17s were subsequently sent to Nos. 14 and 113 Squadrons in Palestine. These provided fighter escort for reconnaissance aircraft and also were used as high speed scouts.

United States
  The United States purchased 175 Nieuport 17s for use by the A.E.F. The first example was obtained in September 1917. These airplanes were used as fighter trainers. A single sample of a Nieuport 17bis was also obtained for evaluation.


Nieuport 17bis Single-Seat Fighter with 130-hp Clerget 9B
   Span 8.16 m; length 6.00 m; height 2.40 m; wing area 14.75 sq. m
   Loaded weight 573 kg
   Maximum speed 190 km/h at sea level; 175 km/h at 500 m; 172 km/h at 3,048 m; climb to 3,048 m in 9 minutes 20 seconds; climb to 6,096 m in 32 minutes
   Armament: a synchronized Vickers gun; some were fitted with Lewis guns on an overwing mount. Up to 8 Le Prieur rockets could be carried



Nieuport Fighter with 150-hp Hispano-Suiza

  This 1916 design was an all-new aircraft fitted with a 150-hp Hispano-Suiza engine. It had equal span wings with the usual V-shaped interplane struts. The upper wing had a center section with two outer panels (unlike the two-part mainplane of Delage's earlier fighters) and a lower wing of a wider chord. The fuselage was fully faired and much wider than that used on the Nieuport 11/17/24/25 series. There was a neatly-cowled Hispano-Suiza engine with a circular frontal radiator in the nose. The empennage, rudder, and elevators were covered in three-ply wood and fabric and were quite similar to that used on the Nieuport 17bis. It is believed that this type was intended to compete with the SPAD series of fighters; however, it was not developed further and the SPAD 7 was selected for production.



Nieuport 24

  The Nieuport 24 was an attempt by the Nieuport firm to prolong the success of its line of sesquiplane fighters. Compared with the SPAD 7s coming into service in mid-1917, the Nieuport 17 and 23s had less power, inferior maneuverability, and were considered to be more difficult to fly. It was hoped that the more powerful Nieuport 24 would correct these deficiencies.
  The tailplane of the pre-production Nieuport 24 had consisted of spruce spars and interlocking ribs of birch plywood covered with plywood and fabric. However, it is believed that the prototype's tail surfaces had caused problems either during manufacturing or flight testing. While the design of the tail surfaces was being revised a Nieuport 24 was fitted with the tail and balanced rudder of the standard Nieuport 17. The modified airframe was designated the Nieuport 24bis. It was probably hoped that this would serve as an interim type until series production of the definitive Nieuport 24s could begin, and thus prevent the SPAD firm from becoming the sole supplier of fighters to the Aviation Militaire. In a report from the British Aviation Commission dated 11 April 1917 it was stated that the Type 24bis would supersede the Type 17 in production. However, on 10 May another commission report stated the Types 17, 23, and 24bis had been abandoned in favor of the standard Nieuport 24.
  The Nieuport 24bis was externally nearly identical to the Nieuport 17bis. Differences included a 130-hp Le Rhone 9Jb engine and a new airfoil section with a pronounced camber to improve lift. The tail of the 24bis was the same as that used on the Nieuport 17 and was constructed of steel tubing and had the "square comma" form of rudder.
  A Nieuport with serial number N 3760 may have been the next step in the evolution of the Nieuport 24 series. This aircraft featured two inverted V-struts which supported the upper wing and necessitated the placement of the single Vickers machine gun on the port upper longeron. The cockpit was small, with the scalloped cutout closely faired into a more rectangular opening. The most important feature was its all-wood ply-covered tail surfaces, which served to separate the Nieuport 24 series from the Nieuport 17, 17bis, and 24bis. The landing gear was actually more reminiscent of the Nieuport 27, being a twin half-axle and featuring a completely new tail skid. A fairing was placed over the gap between the aileron and mainplane; this was a length of stiffened canvas attached to the rear spar of the wing (see below). It seems that the N 3760 was a unique design and no further production was undertaken.
  The standard Nieuport 24 was to be the only Nieuport fighter in production by May 1917. The main difference between this aircraft and the 24bis was that the former aircraft had tail surfaces similar to those found on the above-mentioned N 3760. The tailplane and elevator had spruce spars and the rudder had a spruce leading edge. Most of the rest of the tail's structure consisted of birch plywood ribs and spars, with plywood covered in fabric. The engine of the Nieuport 24 was a 130-hp Le Rhone 9Jb. The fuselage was fully faired. Both the 24bis and the standard Nieuport 24 had an airfoil section of pronounced camber in the hopes of improving lift. One of the main complaints about the earlier Nieuport fighters had been their poor lateral stability. It was hoped that this could be corrected by the addition of canvas fairing strips over the gap between the ailerons and wing. The Nieuport firm reported that "This alteration has given excellent results as regards ease in handling the machines." However, in service it was found that the strip might spring upward, blanketing the airflow over the aileron and interfering with control of the aircraft. When this band was removed it was found that the sluggish lateral control of the Nieuport 24 improved considerably. Ironically, the relatively quick fix to the Nieuport's stability problems that these canvas strips were intended to provide was, in fact, one of the reasons French pilots complained of the Nieuport 24's poor aileron response, unsatisfactory lateral control, and poor landing and turning characteristics. The wing of the Nieuport 24 employed a revised type of aileron with curved tips to correct problems with aileron weakness. The mainplanes had a skin of plywood over the airfoil's upper surface between the leading edge and the main spar. The spars were constructed of lengths of spruce applied to webs of plywood. The fuselage was fully faired with spruce longerons and formers. The landing gear had a one-piece axle as well as the standard Nieuport tail skid. A Vickers machine gun was mounted slightly starboard of the centerline. The ammunition box was also located to starboard, with the spent ammunition belts being fed into a drum inside the port fuselage fairing.
  The wing attachments, however, were apparently subject to numerous failures. A GQG memo called for pilots flying the Nieuport 24 or 24bis to avoid aerobatics. Furthermore, the wing attachments were to be "minutely" examined after each flight. Another memo, dated 6 September 1917, called for flying wires of increased size to provide greater strength. These were to be fitted to all Nieuport 24, 24bis, and 27 airplanes.


Operational Service

  The Nieuport 24bis entered escadrille service in early 1917. N 84, for example, in March 1917 had predominantly Nieuport 24bis airplanes on strength, along with a few SPAD 7s.
  The standard Nieuport 24 reached operational units in June 1917. During the Nieuport 24's period of service from June 1917 to January 1918 approximately one half of the Nieuport escadrilles were still assigned to the armees while the other half were assigned to the Groupes de Chasse.

Army Cooperation

  The army cooperation escadrilles provided fighter escort for reconnaissance and bomber units, transported spies behind enemy lines, undertook reconnaissance missions, and flew fighter patrols.

Groupes de Combat

  The Groupes de Combat were used to achieve aerial superiority over selected areas of the front and most of the escadrilles assigned to the GC units in the latter half of 1917 flew Nieuport 23s and 24s.
  In June GC 11 had five Nieuport escadrilles - N 12, N 31, N 48, N 57, and N 94 - and was active in the Flanders section; it was later to provide fighter cover for the French army during the Third Battle of Ypres. All five Nieuport escadrilles had some SPAD 7s on strength and often used these for ground attack while the Nieuports flew fighter patrols. By September GC 11 moved to support the 6th Armee during Ihe Malmaison offensive. By early 1918 the Nieuport escadrilles had all re-equipped with SPAD 7s and 13s.
  GC 12 had four Nieuport escadrilles: N 3, N 26, N 73, and N 103. It was assigned to support the 6th Armee. However, before the end of the summer three of the escadrilles (N 3, N 26, and N 73) had re-equipped with SPAD fighters. N 103 continued to use its Nieuport 24s until later in 1917.
  In June 1917 GC 13 consisted of N 15, N 65, N 84, and N 124. It flew fighter patrols for the 6th Armee over the Aisne front and participated in the Battle of Flanders in July 1917. Later in 1917, GC 13 was assigned to the GQG and then the 5th Armee. GC 13's mission was to prevent German airplanes or balloons from obtaining information on French troops. N 65 and N 84 re-equipped with SPAD 7s and 13s in June, while N 15 received SPADs the next month. N 124 continued to use Nieuport 24s until November 1917, when it was divided into two components: the American 103rd Aero Squadron and SPA 124.
  GC 14 was based at Thiers in June 1917 and had four Nieuport escadrilles: N 75, N 80, N 83, and N 86. In June it was assigned the 10th Armee and was based at Souilly on 5 July. By 7 July GC 14 was assigned to the 2nd Armee on the right bank of the river Meuse at Verdun. From 20 August to 29 September GC 14 provided fighter cover for the French army in the Second Offensive of Verdun. By 14 October GC 14 moved to the 6th Armee sector and was based at Vauberon; GC 14's escadrilles participated in the fighting at Malmaison from 23 through 27 October. In November GC 14 supported the British army at Cambrai. N 75, N 80, and N 83 re-equipped with SPAD 7s and 13s by the end of 1917. N 86 was the only unit of GC 14 to continue to fly Nieuports in 1918. By December GC 14 had returned to Vauberon.
  GC 15 had six fighter escadrilles assigned to it in June 1917; two units (SPA 37 and SPA 81) used SPAD 7s, the other four (N 78, N 92, N 93, and N 112; later N 85) flew Nieuport 23s and 24s. GC 15 was based at Vadelaincourt and was assigned to the 2nd Armee, supporting operations over the right bank of the Meuse. From 20 August to 8 September GC 15's main task was to provide fighter escort for reconnaissance and bomber escadrilles during the Second Battle of Verdun. By November N 95 joined GC 15 while N 78 and N 93 re-equipped with SPAD 7s and 13s. By the end of 1917 there were only two units assigned to GC 15 which still flew Nieuports: N 85 and N 112. However, by February both units had received SPAD 7s and 13s.
  The Provisional Groupe de Bonneuil was formed in June 1917 and consisted of N 82, N 153, N 154, and C 46. It was assigned to support the 3rd Armee. On 1 August the Group was disbanded and some of its component units were assigned to the 3rd Armee.
  The stability problems of the Nieuport 24s already referred to, as well as the fact that their performance and armament were inferior to that of the SPAD 7 and 13, ensured that the fighter units of the Aviation Militaire converted almost exclusively to SPAD fighters in late 1917 and throughout 1918.

Foreign Service

Brazil
  Six Nieuport 24s were purchased by Brazil in 1919 and were assigned to the Escola de Aviacao Militar (Military Aviation School) at Campo dos Afonsos. The Nieuports were assigned serials 3042, 3064, 3318, 3889, 4648, and 5149. They were withdrawn from service in 1924.

Bulgaria
  A single Nieuport 24 was captured by the Bulgarians in 1917 and pressed into service.

Estonia
  Estonia acquired several Nieuport 24s and Nieuport 17s from Russia in 1920. They were assigned serial numbers 42 through 46 and 51.

Greece
  Greece purchased approximately 20 Nieuport 24bis fighters and used them, along with some SPAD 7s, to equip 531 Mira (Squadron) in March 1918. The unit was based at Gorgupi. By the end of 1918, 531 Mira had approximately 12 Nieuport 24bis on strength. They were withdrawn from service in 1924.

Japan
  Japan obtained several Nieuport 24s from France in 1917. The army was satisfied with the performance of the aircraft and arranged for the Type 24 to be built under license by the Tokorozawa Branch of the Army Supply Depot and later the Nakajima firm. A total of 102 were built from 1921 through 1923 by Nakajima. The aircraft were designated type Ko 3; those with 120-hp Le Rhone engines entered operational service with fighter squadrons in June 1922. The Japanese Nieuport 24s were used to replace the SPAD 13s still in service. They remained in service until 1926, when they were superseded by Nieuport 29s. There were additional Nieuport 24s built which had 80-hp Le Rhone engines; these were used as fighter trainers.

Latvia
  Latvia acquired Nieuport 24bis fighters when two were sent to the White Russians by the Allies. Both machines were later seized by the Latvians and used to form an indigenous air arm. After the Russians protested, one of the aircraft was returned. The other was flown on 5 August 1919; this was the first sortie for the Latvian Army Aviation Group. On 27 August 1919 it dropped seven bombs on a railway station. Eventually, 11 Nieuport 24/24bis fighters served with the Latvian air force.

Poland
  Poland acquired approximately six Nieuport 24s. No.5424 was captured at Vilnius on 19 April 1919; it had been assigned to the 32nd Bolshevik Artillery. After its capture it was assigned to the Polish 4th Squadron. The remaining five were Nieuport 24bis. No.5086 was delivered by a deserter from the 3rd Bolshevik Squadron. It was subsequently used by the 1st, 6th, and 5th Polish Squadrons. No.4301 was captured on 5 May 1919. It was assigned to the 4th Polish Squadron and later used by the 1st Air Group. Another Nieuport 24bis, serial number unknown, crashed at the airfield of the 14th Polish Squadron. No.9252 was captured in September 1920. It was sent to the 5th Polish Squadron and served until June 1921. Finally, another Nieuport 24bis was obtained by the Polish, but details of its history are not known.

Romania
  Romania is believed to have acquired several Nieuport 24s, probably after the end of the war. Some of these were used by the aerobatic team based at Tecuci in 1925.

Russia
  The Imperial Russian Air Service received 20 examples of the Nieuport 24 in 1917. Shavrov states that the Nieuport 24s were replaced in operational squadrons by the 24bis, which was built under license by the Aktsionernoe Obshchestvo Dux (Dux) firm from 1917 to 1920. They were widely used during the civil war. A few Nieuport 24s were sent to Afghanistan from Russia in 1921/22. A single example of the Nieuport 24 was built with the wings of a Sopwith 1 1/2 Strutter and an 80-hp Le Rhone engine.
  In December 1920 there were 27 Nieuport 24s and 26 of the Nieuport 24bis in service. Production continued at GAZ 1 (the former Dux factory) and a year later there were 79 of both types still in operation. About 140 were built from 1920 to 1923 and most served on the Ukrainian front. By September 1923 there were 125 in operation, dropping to 69 a year later. They were used by the Istrebitel'naya eskadril'naya eskadril'ya in Moscow, the 1st and 2nd otryady of the Istrebitel'naya eskadril'ya at Kiev, the 2nd Otryad of the DVK, the NOA, the 4th, 14th, 18th Aviaotryady, the 4th Otdel'naya istrebitel'naya aviaeskadril'ya at Minsk, the 12th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Pervomaisk, the 17th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Chita, and the 2nd naval Istrootryad at Odessa.
  The Nieuport 24 and 24bis were relegated to training duties in the early 1920s. In this role they served with the 1st Higher School of Military Pilots at Moscow, the Strel'bom school at Serpukhov, the Military-Technical School, the 1st School of Military Pilots, the Academy of the VVS, and the Training Eskadril'ya at Moscow. The last examples served with the 4th and 5th Otdel'nye istrebitel'nye aviaeskadrilii, and the 1st Legkobombardirovochnaya eskadril'ya until retired in 1926.

United Kingdom
  The RFC received examples of both the Nieuport 24 and 24bis in July 1917. When they arrived it was noted that the French ferry pilots were critical of the type's lateral control. This problem was confirmed by the British pilots and it was decided that the Type 24s would not be used by front-line squadrons; they were instead assigned to the Scout School at No.2 AD. The control difficulties were corrected by removing the troublesome strips covering the ailerons. After this remedy proved successful ,the Nieuport 24s were sent to Nos.1, 29, and 40 Squadrons while the 24bis airplanes were retained by the Scout School. Later, the obsolescent Nieuport 24s were sent to Nos.111 and 113 Squadrons in Palestine.

United States
  The United States purchased 121 Nieuport 24s for use as trainers. Twelve had 80-hp Le Rhone engines and 109 had 120-hp engines. In addition to this order, 140 Nieuport 24bis were obtained. Forty of the Nieuport 24s had 80-hp Le Rhone engines while the remainder had 120-hp Le Rhones. The Nieuport 24bis was used as a fighter trainer, not operationally. Nieuport 24bis airplanes served with the 31st Aero Squadron.

Nieuport 24 Single-Seat Fighter with 130-hp Le Rhone 9Jb
   Span 8.25 m; length 5.870 m; height 2.40 m; wing area 14.75 sq. m
   Empty weight 355 kg; loaded weight 547 kg
   Maximum speed:
at ground level 176 km/h
2,000 m 171 km/h
3,000 m 169 km/h
4,000 m 163 km/h
   Climb:
1,000 m 2 minutes 40 seconds
2,000 m 5 minutes 40 seconds
3,000 m 9 minutes 25 seconds
4,000 m 15 minutes
5,000 m 21 minutes 30 seconds
   Ceiling 6,900 m; range 250 km; endurance 2.25 hours
   Armament: one synchronized 0.303-in Vickers machine gun; some had a 0.303-Lewis gun on the top wing (the RFC had only the overwing Lewis gun)

Nieuport 24bis Single-Seat Fighter with 130-hp Le Rhone 9Jb
   Dimensions same as Nieuport 24
   Maximum speed: at ground level 170 km/h; 170 km/h at 2,000 m; climb to 1,000 m in 2 minutes 40 seconds; climb to 2,000 m in 5 minutes 40 seconds; climb to 3,000 m in 9 minutes 40 seconds; climb to 5,000 m in 21 minutes 40 seconds
   Armament: a synchronized 0.303-in Vickers machine gun; some had a 0.303-Lewis gun on the top wing

Nakajima Ko 3 Single-Seat Fighter with 120-hp Le Rhone
   Span 8.22m; length 5.67 m; height 2.40 m; wing area 15.0 sq. m
   Empty weight 450 kg; loaded weight 630 kg
   Maximum speed: 88 kt
   Armament: one 7.7-mm machine gun
   A total of 101 Ko 3s were built

Nakajima Ko 3 Single-Seat Trainer with 80-hp Le Rhone
   Span 8.22m; length 5.67 m; height 2.40 m; wing area 15.0 sq. m
   Empty weight 415 kg; loaded weight 595 kg
   Maximum speed: 74 kt
   Armament: one 7.7-mm machine gun

Nieuport 24bis Single-Seat Fighter with 120-hp Le Rhone 9Ja Built by Dux
   Span 8.16m; length 6.4 m; height 2.40 m; wing area 15.0 sq. m
   Empty weight 375 kg; loaded weight 567 kg
   Maximum speed: 171 km/h; climb to 1,000 m in 2.7 minutes; climb to 2,000 m in 5.7 minutes; climb to 3,000 m 9.4 minutes; climb to 4,000 m 14.4 minutes; climb to 5,000 m in 21.5 minutes; ceiling 6,800 m; endurance 1.7 hours
   Armament: one 7.7-mm machine gun



Nieuport Fighter with 250-hp Clerget

  This aircraft was under development in November 1917. It is not known if it was built.



Nieuport Fighter with 230-hp Le Rhone 9L

  This single-seat fighter was under study in November 1917. Development had been discontinued by May 1918.



Nieuport 25

  The Nieuport 25 represented another attempt to produce a sesquiplane that would be competitive in the combat environment of 1918. The Nieuport 25 had the faired fuselage, wooden tail, rounded ailerons (with the notorious canvas fairing strips over the ailerons), and divided undercarriage of the Nieuport 24. Distinguishing features of the Nieuport 25 included the broad chord fairings of the landing gear struts and an elongated engine cowling. The aircraft, which may have been initially flown with a 150-hp Clerget 9Bd, was later fitted with a 200-hp Clerget 11E.
  Data available for the Nieuport 25 suggests that its performance was little changed from the standard Nieuport 24. The type did achieve a small measure of immortality because a single example was used by Charles Nungesser as his personal airplane. Indeed, it is possible that his plane was the only example of the Nieuport 25 built. It was not developed further either because of problems with the intended Clerget 11E powerplant or because it did not offer significantly improved performance over the other Nieuport types to warrant series production.
  Shavrov reports that five "Nieuport 25s" with 130-hp Clerget engines and an additional three with different engines (80-, 110-, and 130-hp Le Rhones) were sent to Russia. To make the matter even more confusing he states that "...they were even called Nieuport 27s." Andersson reports that five Nieuport 25s were in service in December 1920 with units in the Ukraine and that two years later they remained in service with the 12th Aviaotryad and the Istrebitel'nye eskadrilii at Kiev and Moscow. All were struck off charge in 1925, except for one that survived until 1928. Given the casual way in which the Soviets identified the Nieuports in service, it is far from certain that these were actually Nieuport 25s. If they were, it suggests a larger production run than previously estimated for the type.

Nieuport 25 Single-Seat Fighter with 200-hp Clerget 11E
   Climb to 2,000 m in 4 minutes 40 seconds, climb to 3,000 m in 8 minutes; climb to 5,000 m in 20 minutes 10 seconds; ceiling 6,300 m
   Armament: one synchronized machine gun



Nieuport 27

  The Nieuport 27 (the Nieuport 26 has not been identified) was almost identical to the standard Nieuport 24 except for a divided-axle landing gear and an internally-mounted tail skid. The wheels each had articulated axles lined with rubber cords. Initial examples of the Nieuport 27 had the aileron hinge strips and straight-edge ailerons of the earlier Type 24s. Both were eliminated on the later Nieuport 27s, with curved ailerons replacing the straight-edged ones. The aircraft's performance was unchanged from the previous Nieuport 24 series.
  The Nieuport firm developed a biplane in 1916 powered by a 150-hp Clerget engine and believed to have a configuration similar to that ol the Nieuport 25. It was not selected for series production.
  Possibly in an attempt to overcome the limitations of the sesquiplane configuration, a Nieuport 27 was fitted with a two-spar wing of broader chord. Thicker V-struts than those used on previous Nieuport lighters were fitted. Except for this, the aircraft had the standard fuselage, tail, landing gear, and engine (130-hp Le Rhone 9JB) of production Nieuport 27s. However, the Nieuport 27, with or without sesquiplane wings, was clearly obsolescent and it is likely that further development was abandoned in favor of the all-new Nieuport 28 and the even more modern Nieuport 29. The Nieuport 27 may have shared the same weaknesses in the wing structure that plagued the later Nieuports as a GQG memo, dated 6 September 1917, called for flying wires of increased size to provide greater strength. These were to be retrofitted to all Nieuport 24, 24bis, and 27 airplanes.

Operation Service

  The Nieuport 27 superseded the Type 24 on the production line and was supplied to many of those escadrilles which were still using Nieuport fighters during 1918. The Nieuport sesquiplane was by this time decidedly passe, but the delays in production of the SPAD 13 meant that the Nieuport 24, 24bis, and 27 were still serving alongside SPAD 7s in the fighter escadrilles. N 90, for example, had seven Nieuport 27s, three Nieuport 24s, two Nieuport 24bis, and three SPAD 11s.

Groupes de Combat

  By January 1918 most of the Groupes de Combat were equipped almost exclusively with SPAD 7s.
   GC 11 had one Nieuport unit, N 57, in January 1918, assigned to the 5th Armee. In February GC 11 joined Groupement Fequant at Cramaille; GC 11 was assigned to provide air cover for the Armees of the G.A.N. By March N 57 had received SPAD 13s and became SPA 57.
   GC 14 had a single Nieuport escadrille, N 86, which was assigned to the 7th Armee in the G.A.N. sector. By April 1918 N 86 became an all-SPAD unit.
   GC 17 was formed in February 1918 and included three Nieuport escadrilles: N 89, N 91, and N 100. All three used a mixture of Nieuport 24s and 27s and were based at Manoncourt-en-Vernois in the 7th Armee sector. The three escadrilles soon received SPAD 13s.
   GC 20 was formed in February 1918 with four escadrilles: N 99, N 159, N 162, and SPA 68. The Nieuport escadrilles used a mixture of Nieuport 24bis, Nieuport 24s, and Nieuport 27s. By April GC 20 was based at Manoncourt and was active in the Toul sector. By May N 99, N 159, and N 162 had all been supplied with SPAD 13s to become SPA 99, SPA 159, and SPA 162 respectively.
   GC 21 was created in March 1918 and had two Nieuport escadrilles: N 98 and N 157. GC 21 was assigned to the 4th Armee. The next month both N 98 and N 157 gave up their Nieuport 27s for SPAD 13s.
  A report from General Petain dated 22 October 1917 stated that "the Nieuport is inferior to all enemy aircraft. It is essential that it be withdrawn very soon from all escadrilles at the front. It is in my view vital to have by early spring 1918 an Aviation de Chasse composed wholly of SPAD single-seaters or Nieuport Gnome Monosoupape (Nieuport 28) if the trials of the latter type are satisfactory." This spelled the end for the Nieuport line of sesquiplane fighters and by the war's end virtually every fighter escadrille was equipped with SPADs.


Foreign Service

Italy
  The Italians purchased Nieuport 27s from the French. In late 1917 and 1918 the Macchi firm was concentrating on license production of the Hanriot HD.1 and therefore, did not contract to build the Nieuport 27 under license. Only about 100 examples of the Nieuport 27 were obtained from the French.
  The Nieuport 27s were serving with one unit in November 1917. This was 91a Squadriglia based at Padova which was assigned to the 10 Gruppo under the control of the supreme command.
  By June 1918, nine squadriglias had Nieuport 27s on strength: 3 Gruppo (1st Armata): 75a Squadriglia; 7 Gruppo (6th Armata): 81a and 83a Squadriglias; 9 Gruppo (7th Armata): 72a Squadriglia; 20 Gruppo (7th Armata): 74a Squadriglia; 23 Gruppo (8th Armata): 78a and 79a Squadriglias; 85a Squadriglia at Piskupi (Albania); and 73a Squadriglia at Gazzo.
  The Nieuport 27s were used operationally during the Battle of Piave and the offensive at Vittorio Veneto. By October 1918 the number of squadriglias using Nieuport 27s had declined from nine to six. These were: 3 Gruppo (1st Armata): 75a Squadriglia; 7 Gruppo (6th Armata): 83a Squadriglia; 10 Gruppo (Supreme Command): 70a and 82a Squadriglias; 20 Gruppo (7th Armata): 74a Squadriglia; and 23 Gruppo (8th Armata): 79a Squadriglia. The Nieuport 27s were quickly retired after the war; some were bought by private citizens for recreational flying.

Japan
  The Japanese acquired at least one Nieuport 27 after the war. It inspired Tomotari Innagaki to produce a modified version called the Iloh Tsurubane No.2 Aerobatic Plane.

Russia
  Two Nieuport 27s were supplied to the Russians. They were serving with the First and Second Military School of Pilots in February 1924.

United Kingdom
  The RFC obtained 71 Nieuport 27s in August 1917. In British service the aircraft were armed with a single Lewis machine gun on a Foster mount. They served with Nos.1 and 29 Squadrons, replacing obsolescent Nieuport 17s and 23s. As late as February 1918 No.1 Squadron had a single Nieuport 27, while No.29 Squadron had 19 on strength. The last example of the Type 27 was not withdrawn until April 1918 (although a single non-operational example was serving as late as November 1918). Four Nieuport 27s were sent to Palestine in January 1918. As Nieuport 27s were withdrawn from front-line service they were returned to England and were probably used by the training units.

United States
  The A.E.F. purchased 287 Nieuport 27s for use as trainers. Seventy-five had 80-hp Le Rhone engines and 212 had 120-hp Le Rhone motors. At least one of these aircraft was sent to the United States for evaluation. Both the 31st and 37th Aero Squadrons had some Nieuport 27s on strength.

Uruguay
  In the late 1920s 24 Nieuport 27s were obtained by Uruguay. They were based at Paso de Mendoza.


Nieuport 27 Single-Seat Fighter with 130-hp Le Rhone 9JB
   Span 8.21 m; length 5.87 m; height 2.40 m; wing area 14.75 sq. m
   Empty weight 380 kg; loaded weight 535 kg
   Maximum speed:
at sea level 172 km/h
2,000 m 170 km/h
3,000 m 167 km/h
4,000 m 165.7 km/h
   Climb:
2000 m 5 minutes 40 seconds
3,000 m 9 minutes 25 seconds
4,000 m 14 minutes 40 seconds
5,000 m 21 minutes 30 seconds
   Ceiling 6,850 m; range 250 km; endurance 2.25 hours
   Armament: one synchronized 0.303-in Vickers machine gun; some had a 0.303-Lewis gun on the top wing (the RFC had only the overwing Lewis gun)

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Nieuport 24bisC1

   The French Nieuport 24 was a light biplane fighter designed by Gustave Delage. Being a refinement of the very successful Nieuport 17 series the Nieuport 24 employed a new aerofoil section, a new tail unit and a more powerful engine. It underwent official trials at the Section Technique in February and March 1917 and displayed a modest improvement on the earlier Nieuport 17 and 23. The Nieuport 24C1 was then quickly introduced on the production lines.
   The structure of the faired fuselage consisted of four spruce longerons, spacers and formers supporting spruce stringers. It was covered by fabric except on the forward part which was plywood-covered. The circular engine cowling was made of aluminium. The 130hp nine-cylinder Le Rhone 9Jb rotary engine driving a two-blade wooden propeller was chosen for the new fighter. A single 7.7mm Vickers machine-gun was mounted slightly to starboard of the centre line on top of the forward fuselage. The tail surfaces with horn-balanced rudder and unbalanced elevators were of wooden construction with plywood covering, but the Nie 24bisC1 version reverted to the characteristic Nieuport tail assembly of steel-tube construction with fabric-covering. With a similarly shaped rudder and lacking a fin the Nie 24bisC1 was nearly indistinguishable from the Nie 17C1. The undercarriage consisted of simple aluminium tube V-struts and a conventional one-piece axle.
   The Nie 24 had swept fabric-covered wings and interplane V struts. The upper surface of the top wing was covered by plywood between the leading edge and the main spar. There were two box spars in the upper wing and a single spar in the lower wings, which were much narrower. Ailerons were fitted on the upper wing, which had a circular cut-out in the trailing edge. Deliveries started in the summer of 1917 but relatively few went into service with the French Aviation Militaire and with the RFC. Some 120 Nie 24 and 140 Nie 24bis aircraft were acquired by the USAAS in France for training and some went to Italy. A number were exported to Japan along with a few Nieuport 27s and the Nie 24 was adopted as the Imperial Japanese Army's standard fighter. It was produced there under licence as the Army Type Ko 3 Fighter in great numbers between 1919 and 1923.
   According to Shavrov twenty Nie 24s were delivered to Russia in 1917 and the Nie 24 and Nie 24bis were built by the Aktsionernoe obshchestvo Duks in Moscow from 1917. Six Soviet Nie 24bis were captured and used by Poland. Others were with the Latvian Air Force in 1919. At least eleven served in the Soviet Latvian Air Force in 1918-19. In December 1920 the RKKVF had sixty-seven Nie 24 and twenty-six Nie 24bis fighters on charge. The Civil War took its toll but production at GAZ No. 1 (ex- Duks) kept the number of serviceable aircraft up and in December 1921 there were seventy-nine of both types. They were employed in all military districts, but the majority was concentrated in the Ukraine. Production at GAZ No. 1 included the following c/ns:
   - 2228-2261 and 2263-2292 (about sixty aircraft in 1920)
   - 2347-2396 (fifty aircraft in 1921-1922)
   - 2471-2496 (thirty aircraft in 1923)
   By September 1923 125 Nie 24s were in service, but their number diminished quickly and a year later only sixty-nine remained. They were used until 1922 by the Istrebitel'naya eskadril'ya in Moscow, the 1st and (until 1923) 2nd otryady of the Istrebitel'naya eskadril'ya at Kiev, the 4th, 14th and 18th Aviaotryady and the 2nd naval Istrootryad at Odessa. It served until 1925 with the 4th Otdel'naya istrebitel'naya aviaeskadril'ya at Minsk (including one aircraft named Metallist). This unit then received Fokker D.XIs and moved to Smolensk. Nieuport 24s were also employed as reconnaissance aircraft by the 12th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Pervomaisk and by the 17th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Chita until 1924.
   The Nieuport 24 was also used in small numbers by many other units including the 2nd otryad of the DVK and the NOA. Relegated to the fighter training role it served with the 1st Higher School of Military Pilots in Moscow, the Strel'bom school at Serpukhov and the Training Eskadril'ya in Moscow. Small numbers were also assigned to the Military-Technical School, the 1st School of Military Pilots and the Academy of the VVS. A few Nieuport 24s were given to local ODVF sections in 1924-25 for instructional purposes and for aviation propaganda. Fifty-six were written off by the VVS in April 1925, but all were not retired until 1926, when there were still a few with the 4th and 5th Otdel'nye istrebitel'nye aviaeskadrilii and the 1st Legkobombardirovochnaya eskadril'ya.
   Known c/ns of Soviet Nieuport 24 and Nieuport 24bis aircraft, excluding those built bv GAZ No. 1 in 1921-1923: 51, 65", 67, 68, 81, 273, 274, 278, 279, 286, 310, 322, 332, 335, 350, 367, 377, 379, 480, 4095, 4284 to 4287, 4293, 4300, 4301, 4303-4306, 4311, 4312, 4321, 5086, 5088, 5089, 5094, 5098, 5111, 5114, 5120, 5125, 5126, 5127-5129, 5131, 5134,5135, 5147, 5423, 5424, 542 5436, 5440 and 5627.


   120hp Le Rhone 9Ja or 130hp Le Rhone 9Jb
   Span 8.16m; length 6.4m; height 2.4m; wing area 15m2.
   Weight. Empty 555kg; loaded 556kg
   Maximum speed 170km/h; climb to 1,000m in 2.7min; ceiling 6,800m; endurance 2.15hr
   Conflicting data has been published, including the following dimensions: Span 8.21m; length 5.87m; wing area 14.75m2

W.Green, G.Swanborough The Complete Book of Fighters

NIEUPORT 17bis France

   Despite a preference for the Le Rhone engine to the Clerget on the part of Gustave Delage, a modified Nie 17 appeared late in 1916 with a 130 hp Clerget and full-length fuselage side fairings as the Nie 17bis. Seeing only limited French service, the Nie 17bis was ordered by the RNAS, both from the parent company and from British Nieuport & General Aircraft, some 80 eventually being delivered to the British service. Most RNAS Nie 17bis fighters mounted both a synchronised Vickers gun and an overwing Lewis gun, but the type failed to attain expectations, and later British Nieuport contracts for 100 aircraft were cancelled. Replaced in first line use by the Camel from June 1917, the Nie 17bis was relegated to the training role.

Max speed, 118 mph (190 km/h) at sea level.
Loaded weight, 1,263 lb (573 kg).
Span, 26 ft 9 in (8,16 m).
Length, 19 ft 0 in (5,80 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.8 sq ft (14,75 m2).


NIEUPORT 17bis (DERIVATIVE I) France

   Nieuport single-seat fighter prototypes were numerous, but apparently undesignated - no record of their chronology having apparently survived. One that appears to have been related to the Nie 17bis and which has been described incorrectly as the Nie 25 was a Clerget-powered fighter with a faired fuselage like that of the Nie 17bis. This was mated to an upper wing lacking sweepback and a wooden fin and plain rudder rather than the characteristic Nieuport steel-tube balanced rudder. Setting this prototype apart from other Nieuports was its immense cone de penetration mounted as a stationary fairing ahead of the propeller. It may conceivably have had a 150 hp Clerget 9Bd rotary engine, but this is uncertain.


NIEUPORT 17bis (DERIVATIVE II) France

   By early November 1916, Nieuport had built and flown a single-seat fighter prototype reported to be "practically the same as” the Nie 17bis, but powered by a 150 hp Le Rhone engine. It is assumed - though without positive evidence - that this was the prototype featuring a Le Rhone engine enclosed by an unusually long-chord cowling. Having an Nie 17bis-type faired fuselage, it possessed vertical tail surfaces of generally similar profile to those of the Clerget-engined Nie 17bis derivative (see previous entry) with the cone de penetration, but with a horn-balanced rudder and a new tailplane and elevator assembly. The upper wing was mounted on two inverted Vee-type cabane struts and the Vickers gun was mounted on the port upper longeron. It would seem likely that this aircraft was an early prototype for the Nie 24.


NIEUPORT (Hispano-Suiza) France

   Construction began early in November 1916 of a new single-seat Nieuport fighter "designed to compete with the SPAD” and powered by a 150 hp Hispano-Suiza water-cooled engine with a circular frontal radiator. A contemporary report stated that "the empennage, rudder and elevators are all covered with three-ply wood and fabric”, and indicated that "M Delage expects great things of this machine". The Hispano-Suiza powered prototype was a clean and elegant aircraft, with a faired fuselage and close coamings around the cockpit. The lower wing was broader in chord than that of preceding Nieuport fighters, but the fact that this prototype was not developed beyond the flight test stage suggests that its performance offered an insufficient improvement on that of the similarly-powered SPAD S.VII.


NIEUPORT 24 France

   Yet a further refinement of the basic Nie 17/17bis series, the Nie 24 employed a new aerofoil section, was fitted with a wooden tail unit and was powered by a 130 hp Le Rhone 9Jb rotary. Official trials in February and March 1917 of an aircraft designated Nie 24 produced results not significantly better than those of the Nie 17 and 23. Nevertheless, the Nie 24 was ordered in quantity and was in service with French escadrilles in June 1917. The fact that the Nie 24 was, in the event, preceded operationally by the Nie 24bis suggests that some problems delayed the service debut of the earlier model. A few Nie 24s were supplied to the RFC in the summer of 1917, others were supplied to Russia, a total of 121 was acquired by the USA in November 1917, and production of 77 was undertaken by Nakajima in Japan from 1921/22 as the Ko-3 fighter-trainer with the 80 hp Le Rhone engine.

Max speed, 109 mph (176 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.4 min.
Empty weight, 783 lb (355 kg).
Loaded weight, 1,206 lb (547 kg).
Span, 26 ft 11 in (8,21m).
Length, 19 ft 3 in (5,87 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.77 sq ft (14,75 m2).


NIEUPORT 24bis France

   Precisely why the Nie 24bis preceded the Nie 24 in operational service has never been satisfactorily explained. However, the Nie 24bis had something of the appearance of a stop-gap hybrid in that the elegant vertical tail, comprising fixed fin and horn-balanced rudder, adopted for the Nie 24 was discarded in favour of the balanced rudder of such types as the Nie 17bis. It seems likely that problems had been encountered with the manufacture or strength of the new vertical tail, and the earlier form had been retained while these were being resolved. With its fully-faired fuselage, the Nie 24bis therefore resembled the Nie 17bis with a 130 hp Le Rhone 9Jb in place of the similarly rated Clerget. It is also assumed that the Nie 24bis had the new aerofoil section adopted for the Nie 24. Normal armament comprised a single synchronised Vickers gun, while those delivered to the RFC - which service received at least five - conservatively retained the unsynchronised overwing Lewis gun. The American Expeditionary Force received 140 Nie 24bis fighters and the type was manufactured in Russia by Duks from 1917 until 1920. In service with France's Aviation Militaire, the Nie 24bis was rapidly superseded by the Nie 24.

Max speed, 106 mph (170 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.66 min.
Loaded weight, 1,225 lb (556 kg).
Dimensions as for Nie 24.


NIEUPORT 25 France

   Gustave Delage retained an affection for the Vee-strutted sesquiplane that exceeded the basic design’s realisable potential, and the Nie 25 apparently represented the ultimate variant, at least in respect of engine power. The Nie 25 was essentially a Nie 24 airframe adapted to take a 200 hp Clerget 11E 11-cylinder rotary. Armament consisted of a single synchronised Vickers gun. This type is believed to have first flown in July 1917, possibly initially with a 150 hp Clerget 9Bd engine, and the fact that it had an SFA type number suggests that series production was contemplated. However, the Clerget 11E was beset with difficulties and it was presumably for this reason that the Nie 25 was not built in quantity. One example was flown by Charles Nungesser and bore his colourful personal markings.

Time to 9,840 ft (3 000 m), 8.0 min.
No other data available for publication.


NIEUPORT 27 France

   Despite receiving a new SFA designation, the Nie 27 differed from the Nie 24 only in having an articulated two-part undercarriage axle and simplified tailskid similar to those of the Nie 25. The standard engine remained the Le Rhone 9Jb or 9Jby of 120 hp and 130 hp respectively, and the single synchronised Vickers gun was retained. The last Vee-strutted Nieuport sesquiplane to see operational service, the Nie 27 attained use with French escadrilles during the summer of 1917, but was rapidly outmoded. At least 87 were supplied to the RFC, which was not to withdraw this type finally until 20 April 1918, long after the Nie 27 was outclassed on the Western Front. It was used in quantity by Italy, and, in November 1917, a total of 287 Nie 27s was acquired by the US Air Service for the fighter training role. In Japan, Nakajima built 25 Nie 27s in 1923, and these served in the Imperial Army as fighters with the same Ko 3 designation as the Nie 24s.

Max speed, 107 mph (172 km/h) at sea level.
Time to 9,840 ft (3 000 m), 9.42 min.
Loaded weight, 1,179 lb (535 kg).
Span, 26 ft 11 in (8,21m).
Length, 19 ft 3 in (5,87 m).
Height, 7 ft 10 in (2,40 m).
Wing area, 158.77 sq ft (14,75 m2).


NIEUPORT 27 (Derivative) France

   On 22 October 1917, Gustave Delage’s Vee-strutted sesquiplane fighter was described in the following terms by General Petain: "The Nieuport is inferior to all enemy aircraft. It is essential that it be withdrawn very soon from all the escadrilles at the Front.” Whether a prototype apparently derived from the Nie 27 and intended to overcome that fighter’s shortcomings made its debut before or after Petain’s condemnation is not recorded, but it would seem to have represented Delage’s very last attempt to keep alive the combination of rotary engine and Vee-type interplane strut. Retaining the Nie 27 fuselage, tail surfaces, undercarriage and, apparently, the 130 hp Le Rhone 9Jby engine, this prototype in fact departed from the sesquiplane arrangement in adopting a two-spar lower wing of broader chord. The Vee-type struts featured broad apices to provide appropriate pick-up points. Armament consisted of paired synchronised 7,7-mm guns.

A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)

Nieuport 24bis

  This model was the same length as the Nieuport 23 with a longer wing span. It also incorporated a new tail design commonly seen on later French versions, the Nieuport 27 and 28. Performance was good, somewhat better than the 23. Very few were built before the war's end.

R.Mikesh, A.Shorzoe Japanese Aircraft, 1910-1941 (Putnam)

Army Type Ko 3 Fighter/Trainer

   Following the First World War, the Japanese Army imported a number of aircraft that had proved themselves in combat. Among these was the SPAD S.VII, imported in 1918, the (100) SPAD S.XIIIs in 1919, (50) Sopwith Pups in 1919, and the Morane-Saulnier A.I in 1922. Additionally, there were French Nieuport 24.C1 and 27.C1 fighters, imported in 1917. These were found to be the most manoeuvrable, and as a result the Army adopted the Nieuport 24.C1 as its standard fighter.
   This brought the need for additional aircraft of this type for Army service. They were built under licence agreement at the Tokorozawa Branch of the Army Supply Depot beginning in March 1919, but, later, production of these fighters was transferred to Nakajima. Le Rhone engines to power the aircraft were licence-manufactured by Tokyo Gasuden.
   There were actually two missions assigned to these Nieuport designed fighters. The Nieuport 24.C1 was used as a single-seat trainer powered by an 80hp Le Rhone engine; the other, the Nieuport 27.C1, equipped with a 120hp Le Rhone, wa used as a fighter. Both were so identified by markings on their tails. The Japanese Army referred to both as the Type Ni-24; the Ni being the first kana in the word Nieuport. In November 1921, a new designation system for Army aircraft was enacted, and both became the Ko 3.
   The first of the Nakajima-built aircraft was completed in July 1921. Structurally it was identical to the Nieuport 24.C1. These were a signed to fighter units beginning in June 1922 to replace the Type Hei 1 (SPAD XIII) Fighters and remained operational until the later years of the Taisho reign which ended in 1926, replaced then by the Type Ko 4; Nakajima Nieuport 29-C-1 fighters.
   As the Ko 3 was phased out of Army service, some were released to the civil market and used as single-seat sports aircraft until around 1933.

   Single-engine single-bay biplane fighter. Wooden Structure with fabric covering. Pilot in open cockpit.
   80-93hp Le Rhone or 120-130hp Le Rhone nine-cylinder air-cooled rotary engines, driving two-bladed wooden propellers.
   One fixed forward-firing 7.7mm machine-gun.
   Span 8.22m (26ft 11 1/2in); length 5.67m (18ft 7 1/4in); height 2.40m (7ft 10 1/2in); wing area 15sq m (161.463sq ft).

   With 80hp Le Rhone With 120hp Le Rhone
Empty weight 415kg (915Ib) 450kg (992Ib)
Loaded weight 595kg (1,311Ib) 630kg (1,389Ib)
Wing loading 39.7kg sq m 42kg sq m
   (8.1lb/sq ft) (8.6lb sq ft)
Power loading 7.44kg hp (16.4Ib hp) 5.25kg hp (11.5lb hp)
Maximum speed 74kr (85mph) 88kt (101 mph)

   Nakajima production only: thirty in 1921, forty-seven in 1922, twenty-five in 1923.

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.66 Nieuport 24bis N 5032 (rumänisch) Rh 120
00.71 Nieuport 27C N 5836 (italienisch) Rh 120

J.Davilla Italian Aviation in the First World War. Vol.3: Aircraft M-W (A Centennial Perspective on Great War Airplanes 75)

Nieuport 24

  Camurati reports that examples of the Nieuport 24 were supplied to Italy and used within some of the Nieuport squadriglias during the winter of 1917-18. This report cannot be verified.



Nieuport 27

  The Italians purchased Nieuport 27s from the French. In late 1917 and 1918 the Macchi firm was concentrating on license production of the Hanriot HD.1 and therefore, did not contract to build the Nieuport 27 under license. Only about 100 examples of the Nieuport 27 were obtained from the French.
  The Nieuport 27s were serving with one unit in November 1917. This was 91a Squadriglia based at Padova which was assigned to the 10 Gruppo under the control of the Comando supremo.
  By June 1918, nine squadriglias had Nieuport 27s on strength:
  III Gruppo (1st Armata): 75a Squadriglia;
  VII Gruppo (6th Armata): 81a and 83a Squadriglias;
  IX Gruppo (7th Armata): 72a Squadriglia;
  XX Gruppo (7th Armata): 74a Squadriglia;
  XXIII Gruppo (8th Armata): 78a and 79a Squadriglias; 85a Squadriglia at Piskupi (Albania); and 73a Squadriglia at Gazzo.

  The Nieuport 27s were used operationally during the Battle of Piave and the offensive at Vittorio Veneto.
  By October 1918 the number of squadriglias using Nieuport 27s had declined from nine to six. These were:
  III Gruppo (1st Armata): 75a Squadriglia;
  VII Gruppo (6th Armata): 83a Squadriglia;
  X Gruppo (Supreme Command): 70a and 82a Squadriglias;
  XX Gruppo (7th Armata): 74a Squadriglia;
  23 Gruppo (8th Armata): 79a Squadriglia.

The Nieuport 27s were quickly retired after the war; some were bought by private citizens for recreational flying.


Nieuport-Macchi 27 Single-Seat Fighter with One 120-hp Le Rhone Engine
  Wingspan 8.20 m; length 5.98 m; height 2.40 m; wing area 15 sq m
  Empty weight 365 kg; loaded weight 580 kg
  Maximum speed 186 km/h; ceiling 5,500 m; endurance 1 hours 30 minutes